CN103576554B - The pneumatic error model component of aircraft based on demand for control, grading design method - Google Patents

Abstract

The present invention relates to the pneumatic error model component of a kind of aircraft based on demand for control, grading design method, comprise successively: one, Real-time Collection parameter; Two, obtain the raw pitching moment coefficient increment of pitching rudder oblique presentation; Obtain raw pitching moment coefficient increment, yawing moment coefficient increment, the rolling moment coefficient increment of rolling rudder oblique presentation; Three, obtain pitching and be often worth a deviation; Pitching steerage item deviation; The pitching moment coefficient deviation that rolling rudder brings out partially; The normal value deviation of driftage; The stable deviation of driftage; The yawing moment coefficient deviation that rolling rudder brings out partially; Roll and be often worth a deviation; Roll stabilization item deviation; Rolling steerage item deviation; Four, set up pitching moment coefficient deviation; Yawing moment coefficient deviation; Rolling moment coefficient deviation; Five, divide three grades of pneumatic error models. The present invention can balance master-plan in the design difficulty of each subsystem, accelerate overall plan closure, fully indicate flight test risk point, dwindle reference be provided for pneumatic error magnitude after flight test.

Description

The pneumatic error model component of aircraft based on demand for control, grading design method

Technical field

The present invention relates to the pneumatic error model component of a kind of aircraft based on demand for control, grading design sideMethod, particularly relates to one and realizes the severe pattern of control characteristic and draw inclined to one side combination, strengthens ground indication and controlsThe pneumatic error model component of aircraft based on demand for control of ability, grading design method.

Background technology

Pneumatic error model is most important group that in control system analysis, design and emulation, error state is chosenBecome part, framework, value and the occupation mode of pneumatic error model determined Control System Design resultReliability, therefore need to carry out based on demand for control the research of pneumatic error model design and use.

For hypersonic class glide vehicle, mainly rely on aerodynamic force control to realize gliding flight, needPneumatic error model is carried out to meticulous depiction. Traditional pneumatic error model form is " normal value item+proportional "Form, as an example of normal force coefficient deviation example explanation, be generally | Δ C_N|≤(0.05+15%·|C_N|) shown in form.There is certain problem in this kind of form, cannot meet Control System Design to stability, steerage, intersectionThe pneumatic increment item such as derivative draw inclined to one side demand, cannot realize control system key parameter limit of error stateExamination. For fully exciting the more severe pattern of hypersonic glide vehicle maneuverability and stability, withStrengthen the ability of ground indication and state control. According to aircraft ontological property novelty, a kind of component is proposedThe pneumatic error model of formula, this kind of model form departure is divided into " normal value+stablize item+steerage item+Control coupling terms " component form explain, can realize drawing partially of each component opposed polarity, form and dislikeThe assembled state of bad pattern.

On the basis of having set up at pneumatic error model, rationally effectively use and Assessment, on the one handThe design difficulty of each subsystem in can balance master-plan, accelerates overall plan closure, in addition, and can be abundantIndication flight test risk point, and provide reference for dwindling of pneumatic error magnitude after flight test. ForThe use of pneumatic error model and Assessment, general way is for one-level error band, carries out the limitDraw inclined to one side combination to carry out emulation, require all can realize under total dispersion assembled state stabilized flight, this kind of way warpThe problem often facing is to realize error source design and the balance of controlling design, and scheme is difficult to closure. ForThe closure of implementation, pneumatic error model need to be extremely dwindling of institute's energy to the greatest extent, control ability need to extremely be use up instituteThe enhancing of energy, its consequence is to have strengthened pneumatic error ground to indicate not enough risk, and for main dependenceAirvane is realized the aircraft of gliding flight, exists airvane control ability to excavate inadequate situation (thisIn be espespecially furnished with the aircraft of appearance control dynamical system, be the pneumatic error that adaptation is larger, in airvane controlIn the situation that ability processed not yet plays one's part to the full, adopt RCS to assist control).

Based on above pneumatic error model control application in exist two aspect problem, therefore need badly and provideThe pneumatic error model component of a kind of novel aircraft based on demand for control, grading design method.

Summary of the invention

The technical problem to be solved in the present invention is to provide one and realizes the severe pattern of control characteristic and draw inclined to one side combination,The indication of reinforcement ground and control ability is that tackling key problem order is set up in the convergence of pneumatic error size after flight testMark, the pneumatic error model of balance is realized difficulty and appearance control design difficulty, indicates that in advance pneumatic error is uncertainThe pneumatic error model component of aircraft based on demand for control, the classification of the stabilized flight risk that property is brought are establishedMeter method.

For solving the problems of the technologies described above, the pneumatic error model of a kind of aircraft based on demand for control of the present inventionComponent, grading design method, comprise the following steps successively:

The first step, Real-time Collection flying height Hi, flight Mach number Ma, flying drilling angle α, flight is breakked awayAngle β, aircraft pitching rudder is inclined to one sideThe inclined to one side δ of vehicle yaw rudder_ψ, the inclined to one side δ of Vehicle Roll rudder_γ；

Determine normal value coefficient a, b, k according to error band envelope;

Second step, the raw moment coefficient of acquisition pitching rudder oblique presentationObtain 0 °The moment coefficient that pitching rudder is on the lower sideSubtract each other and obtain the raw pitching of pitching rudder oblique presentationMoment coefficient increment

Obtain the raw moment coefficient of rolling rudder oblique presentationObtain 0 ° of rolling rudder inclined to one sideUnder moment coefficientSubtract each other and obtain rolling the raw pitching moment coefficient of rudder oblique presentationIncrementThe yawing moment coefficient increment that the oblique presentation of rolling rudder is rawThe rolling power that the oblique presentation of rolling rudder is rawMoment coefficient increment

The 3rd step, acquisition pitching are often worth a deviation delta C_mz0＝±(a*α+b)；

Pitching steerage item deviation

The pitching moment coefficient deviation that rolling rudder brings out partially

The normal value of a driftage deviation delta C_my0＝±(a*α+b)；

The stable deviation of driftage ${\mathrm{\ΔC}}_{\mathrm{my}}^{\mathrm{\β}}=\±(a*\mathrm{\α}+b);$

The yawing moment coefficient deviation that rolling rudder brings out partially

The normal value of rolling a deviation delta C_mx0＝±(a*α+b)；

Roll stabilization item deviation ${\mathrm{\ΔC}}_{\mathrm{mx}}^{\mathrm{\β}}=\±(a*\mathrm{\α}+b);$

Rolling steerage item deviation

The 4th step, set up pitching moment coefficient deviation

Set up yawing moment coefficient deviation ${\mathrm{\ΔC}}_{\mathrm{my}}={\mathrm{\ΔC}}_{\mathrm{my}0}+{\mathrm{\ΔC}}_{\mathrm{my}}^{\mathrm{\β}}\·\mathrm{\β}+{\mathrm{\ΔC}}_{{\mathrm{my}\_\mathrm{\δ}}_{\mathrm{\γ}}};$

Set up rolling moment coefficient deviation ${\mathrm{\ΔC}}_{\mathrm{mx}}={\mathrm{\ΔC}}_{\mathrm{mx}0}+{\mathrm{\ΔC}}_{\mathrm{mx}}^{\mathrm{\β}}\·\mathrm{\β}+{\mathrm{\ΔC}}_{{\mathrm{mx}\_\mathrm{\δ}}_{\mathrm{\γ}}};$

The 5th step, after airvane starts to control, rely on the control of airvane independence can realize total dispersion state steadyFixed, adaptable in the case pneumatic error model is the pneumatic error model of the first order;

On first order error model basis, each component terms is carried out to amplification in various degree, when airvane risesAfter control, rely on RCS and the compound control of airvane to realize total dispersion in stable condition, adaptable in the casePneumatic error model is the pneumatic error model in the second level;

On error model basis, the second level, each component terms is carried out to amplification in various degree, when airvane risesAfter control, rely on RCS and the compound control of airvane, total dispersion assembled state is carried out to the probability of stability and know the real situation.

Adopt the present invention can excavate hypersonic glide vehicle evaluation of layout or control design and more dislikeBad state, realizes control characteristic and badly draws inclined to one side combination, fully excavated earth design risk and control ability;

The present invention breaks through the thinking that in traditional appearance control design, deviation is used, and makes design too not guard and advance rashly,For the design of pneumatic error and appearance control design have all proposed research objective, and balance pneumatic error model realExisting difficulty and appearance control design difficulty, on the one hand can balance master-plan in the design difficulty of each subsystem, addFast overall plan closure, in addition, can fully indicate flight test risk point, and be pneumatic after flight testDwindling of error magnitude provides reference.

Detailed description of the invention

For pitch channel, heart indication deviation is longitudinally pressed in the reaction of normal value. For driftage, roll channel,The reaction structure manufacture of normal value, installation, the asymmetric deviation of profile that the factor such as ablation produces in-flight. RightIn pitch channel, stability item reaction pitching static stability deviation. For driftage, roll channel, stableProperty item deviation is reacted respectively static yawing stability deviation, rolling static stability deviation. Inclined to one side for steerage itemPoor, react respectively the pneumatic rudder ability of triple channel deviation. For controlling coupling terms deviation, react respectively a certainThe deviation of other passage aerodynamic moment size that the pneumatic rudder of passage brings out.

For pitch channel, generally need to consider longitudinally to press heart deviation, steerage deviation, because of pitching rudder partially with rollIt is inclined to one side that moving rudder shares elevator partially, and the pitching moment coefficient that rolling rudder brings out partially changes can not ignore, so needThe special pitching moment coefficient bias term of considering that rolling is brought out.

For jaw channel, generally need to consider a normal value deviation, a stable deviation, steerage deviation, forHave the aircraft of larger trailing edge rudder layout, the yawing moment coefficient partially bringing out because of rolling rudder changes and can not neglectSlightly, so need the special yawing moment coefficient bias term of considering that rolling is brought out.

Specifically, the present invention comprises the following steps successively:

The first step, Real-time Collection flying height Hi, flight Mach number Ma, flying drilling angle α, flight is breakked awayAngle β, aircraft pitching rudder is inclined to one sideThe inclined to one side δ of vehicle yaw rudder_ψ, the inclined to one side δ of Vehicle Roll rudder_γ；

Determine normal value coefficient a, b, k according to error band envelope;

Second step, the raw moment coefficient of acquisition pitching rudder oblique presentationObtain 0 °The moment coefficient that pitching rudder is on the lower sideSubtract each other and obtain the raw pitching of pitching rudder oblique presentationMoment coefficient increment

Obtain the raw moment coefficient of rolling rudder oblique presentationObtain 0 ° of rolling rudder inclined to one sideUnder moment coefficientSubtract each other and obtain rolling the raw pitching moment coefficient of rudder oblique presentationIncrementThe yawing moment coefficient increment that the oblique presentation of rolling rudder is rawThe rolling power that the oblique presentation of rolling rudder is rawMoment coefficient increment

The 3rd step, for a normal value deviation delta C_mz0, the variation characteristic of its deviation shows as the primary line of the angle of attackProperty function, in the situation that pressing the heart amount of moving forward and backward consistent, obtain pitching and be often worth a deviationΔC_mz0＝±(a*α+b)；

For steerage item deviation, the form of available rudder partial increment percentage, obtains pitching steerage item deviation

The pitching moment coefficient bias term of partially bringing out for rolling rudder, according to recognizing aircraft ontological propertyKnow the pitching moment coefficient increment size that deviation size is put with pitching rudder off normal and the rudder that rolls produces that it brings outRelevant, obtain the pitching moment coefficient deviation that rolling rudder brings out partially

The normal value of a driftage deviation delta C_my0＝±(a*α+b)；

The stable deviation of driftage ${\mathrm{\ΔC}}_{\mathrm{my}}^{\mathrm{\β}}=\±(a*\mathrm{\α}+b);$

The yawing moment coefficient deviation that rolling rudder brings out partially

The normal value of rolling a deviation delta C_mx0＝±(a*α+b)；

Roll stabilization item deviation ${\mathrm{\ΔC}}_{\mathrm{mx}}^{\mathrm{\β}}=\±(a*\mathrm{\α}+b);$

Rolling steerage item deviation

The 4th step, set up pitching moment coefficient deviation

The in the situation that of the directionless rudder control of jaw channel, set up yawing moment coefficient deviation ${\mathrm{\ΔC}}_{\mathrm{my}}={\mathrm{\ΔC}}_{\mathrm{my}0}+{\mathrm{\ΔC}}_{\mathrm{my}}^{\mathrm{\β}}\·\mathrm{\β}+{\mathrm{\ΔC}}_{{\mathrm{my}\_\mathrm{\δ}}_{\mathrm{\γ}}};$

Set up rolling moment coefficient deviation ${\mathrm{\ΔC}}_{\mathrm{mx}}={\mathrm{\ΔC}}_{\mathrm{mx}0}+{\mathrm{\ΔC}}_{\mathrm{mx}}^{\mathrm{\β}}\·\mathrm{\β}+\mathrm{\Δ}{C}_{{\mathrm{mx}\_\mathrm{\δ}}_{\mathrm{\γ}}};$

The 5th step, on the definite basis of error model framework, the adaptable pneumatic mistake of Comprehensive Control abilityResidual quantity value and emulation mode, determine and error band be divided into the error band value of appropriate level to three grades and establishMeter and examination.

One: first determine the pneumatic error model of the first order. Consider pneumatic deviation and other design deviation,Carry out the total dispersion limit and draw inclined to one side combination to carry out emulation, after airvane starts to control, rely on airvane independently to controlCan realize total dispersion in stable condition, adaptable in the case pneumatic error model is the pneumatic mistake of the first orderDifferential mode type;

Two: on the pneumatic error model of first order basis, determine the pneumatic error model in the second level, this level mistakeThe amplification that differential mode type carries out in various degree each component terms on first order error model basis obtains. ComprehensivelyConsider this grade of pneumatic deviation and other design deviation, carry out the total dispersion limit and draw inclined to one side combination to carry out emulation, whenAfter airvane starts to control, rely on RCS and the compound control of airvane to realize total dispersion in stable condition, in the caseAdaptable pneumatic error model is the pneumatic error model in the second level;

Three: on pneumatic error model basis, the second level, determine the pneumatic error model of the third level, this level mistakeThe amplification that differential mode type carries out in various degree each component terms on error model basis, the second level obtains. ComprehensivelyConsider this grade of pneumatic deviation and other design deviation, pneumatic deviation is carried out to Sampling, to other deviationCarry out limit value, after airvane starts to control, rely on RCS and the compound control of airvane, to total dispersion groupThe state of closing carries out the probability of stability and knows the real situation.

Claims (1)

1. the pneumatic error model component of the aircraft based on demand for control, a grading design method, successivelyComprise the following steps:

The first step, Real-time Collection flying height Hi, flight Mach number Ma, flying drilling angle α, flight is breakked awayAngle β, aircraft pitching rudder is inclined to one sideThe inclined to one side δ of vehicle yaw rudder_ψ, the inclined to one side δ of Vehicle Roll rudder_γ；

Determine normal value coefficient a, b, k according to error band envelope;

Second step, the raw moment coefficient of acquisition pitching rudder oblique presentationObtain 0 °The moment coefficient that pitching rudder is on the lower sideSubtract each other and obtain the raw pitching of pitching rudder oblique presentationMoment coefficient increment

Obtain the raw moment coefficient of rolling rudder oblique presentationObtain 0 ° of rolling rudder inclined to one sideUnder moment coefficientSubtract each other and obtain rolling the raw pitching moment coefficient of rudder oblique presentationIncrementThe yawing moment coefficient increment that the oblique presentation of rolling rudder is rawThe rolling power that the oblique presentation of rolling rudder is rawMoment coefficient increment

The 3rd step, acquisition pitching are often worth a deviation delta C_mz0＝±(a*α+b)；

Pitching steerage item deviation

The pitching moment coefficient deviation that rolling rudder brings out partially

The normal value of a driftage deviation delta C_my0＝±(a*α+b)；

The stable deviation of driftage ${\mathrm{\ΔC}}_{my}^{\mathrm{\β}}=\±(a*\mathrm{\α}+b);$

The yawing moment coefficient deviation that rolling rudder brings out partially

The normal value of rolling a deviation delta C_mx0＝±(a*α+b)；

Roll stabilization item deviation ${\mathrm{\ΔC}}_{mx}^{\mathrm{\β}}=\±(a*\mathrm{\α}+b);$

Rolling steerage item deviation

The 4th step, set up pitching moment coefficient deviation

Set up yawing moment coefficient deviation ${\mathrm{\ΔC}}_{my}={\mathrm{\ΔC}}_{my0}+{\mathrm{\ΔC}}_{my}^{\mathrm{\β}}\·\mathrm{\β}+{\mathrm{\ΔC}}_{my\_{\mathrm{\δ}}_{\mathrm{\γ}}};$

Set up rolling moment coefficient deviation ${\mathrm{\ΔC}}_{mx}={\mathrm{\ΔC}}_{mx0}+{\mathrm{\ΔC}}_{mx}^{\mathrm{\β}}\·\mathrm{\β}+{\mathrm{\ΔC}}_{mx\_{\mathrm{\δ}}_{\mathrm{\γ}}};$

The 5th step, after airvane starts to control, rely on the control of airvane independence can realize total dispersion state steadyFixed, adaptable in the case pneumatic error model is the pneumatic error model of the first order;

On first order error model basis, each component terms is carried out to amplification in various degree, when airvane risesAfter control, rely on RCS and the compound control of airvane to realize total dispersion in stable condition, adaptable in the casePneumatic error model is the pneumatic error model in the second level;

On error model basis, the second level, each component terms is carried out to amplification in various degree, when airvane risesAfter control, rely on RCS and the compound control of airvane, total dispersion assembled state is carried out to the probability of stability and know the real situation.